1964-'65 Ford Falcon Sprint

Feature Article from Hemmings Muscle Machines

So you're all set to go. Your persistence paid off and your significant other has finally relented in the ongoing debate about filling that empty garage bay with an early pony car. The only catch is that the final approval came with a condition: Don't break the bank. So if anything from the Blue Oval has your gears turning, but your budget is slightly below the radar for a Mustang, a nice alternative to consider is the Falcon Sprint.

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Much has been written about the Falcon, and more specifically, the Futura and its sporting sibling, the Sprint, and how that line spawned the Mustang. Yet few collectors today tend to recognize the Sprint for what it actually is: a compact muscle car. It offers a relatively light curb weight; a small, yet comfortable, interior, and plenty of V-8 power.
Our feature Sprint is a 1964 convertible, which, aside from the folding top, shares just about every component with the hardtop; the same applies to the little-changed 1965 model. Interior dimensions are actually slightly larger than the Mustang, so meeting up with fellow Sprint enthusiasts halfway across the country won't leave you feeling quite as claustrophobic, either. Here's the rest of the skinny on the pre-pony bullet.
ENGINES
Bolted into the Sprint for the 1964 model year was the same 260-cu.in. V-8 that had powered the mid-1963 models. The Holley two-barrel carburetor fed the air/fuel mixture into a 8.7:1 compression ratio made possible by the 3.80 x 2.87-inch bore and stroke. When pressed, the engine produces 164 horses at 4,400 rpm, along with 258-lbs.ft. of torque at 2,200 rpm. Don't be surprised to see the rocker arm covers chromed, as well as the air cleaner cover; they arrived from the assembly line in this fashion, as seen in our feature '64 Sprint.
The 260, it turns out, had been borrowed--so to speak--from the Fairlane. By the time it was strapped into the Sprint, it was about as durable as any other Ford V-8, having been relieved of any teething issues. Of course, after all these years, any number of problems may have arisen. The good news is, most everything can be replaced either inside or out, and usually at a very reasonable cost. This includes things like a fuel pump for $50, a tune-up kit for $18, or a ring set for $60.
Incidentally, should you find a 1964 Sprint with a damaged 260 block still installed, it was an available option on the other Falcon models except the Station Bus and Club Wagon; of course, the first Mustangs used the 260 as well. But even if your Falcon's V-8 is terminal and locating a proper 260 proves difficult, the Ford small-block lived on for decades, meaning that there are plenty of 302s out there that can serve as excellent substitutes for those not concerned with absolute correctness.
The increasing demand for more power, even after the release of the Mustang, meant that the 1965 Sprint received the 289-cu.in. engine as its standard power plant. Its larger 4.00 x 2.87-inch bore and stroke and 9.3:1 compression ratio--coupled once again with a Holley two-barrel--banged out 195hp at 4,400 rpm and 282-lbs.ft. of torque. Both the 260 and 289 feature five main bearings and hydraulic lifters.
Here again, the 289--the only available V-8 in the Sprint in 1965--was the same engine utilized in the larger series of Ford cars, as well as the Mustang. The other big difference from the previous model year was the elimination of chrome dressings.
Thanks to the Mustang, there are parts aplenty to rebuild or just service your 289 engine without breaking the bank. Examples of pricing for "correct" parts include a water pump for $75, a harmonic balancer for $139.95 and an air cleaner decal for $4; those less concerned with factory-correct appearance under the hood can keep their Falcons running for less with readily available parts-store replacements.
TRANSMISSIONS
Regardless of which of the two model years you should find, three different transmissions were available for each, and there are subtle differences between them. Beginning with the 1964 models, the standard transmission is a fully synchronized three-speed manual, although savvy buyers could have selected the optional two-speed Ford-O-Matic automatic or the four-speed manual. In 1965, the three-speed manual remained as the standard transmission, and the four-speed manual continued on the option list. However, the two-speed Ford-O-Matic was replaced by the three-speed Cruise-O-Matic option.
Durable and rebuildable, there are a few things to be aware of, especially if you're sourcing a replacement three-speed manual from a parts car. Ford utilized two different three-speeds: one was synchronized throughout, while second and third were the only synchronized gears in the other. The three-speed manual installed in the Sprint was fully synchronized.
DIFFERENTIAL
The horsepower and torque produced by the V-8 engines is transferred through the differential, which houses hypoid gears and semi-floating axles. Six-cylinder Falcons typically used Ford's 7¼-inch rear axle assembly, which uses an integral differential housing, while V-8 Falcons use the Ford 8-inch axle, with its separate third member. While base Falcon and Futura differentials contained a variety of standard and optional rear gear ratios, the Sprint in 1964 contained only one gear ratio: 3.25:1, without an available option. For the 1965 model year, the rear gear ratio was changed to 2.80:1, at least according to an article in the November 1964 issue of Motor Trend.
Certainly durable enough for the whupping you can put on either engine, it will also be able to withstand most power upgrades. You may, however, want to consider the insertion of a taller, or shorter, rear gear, depending upon your planned usage. Components to upgrade the 8-inch rear axle are available from specialists like Currie Enterprises, which can also help if a total upgrade to a Ford 9-inch axle is deemed necessary for high-horsepower modified Falcons.
CHASSIS
As had been the case since the Falcon first hit the dealer lots in 1960, the compact was built not on a frame, but rather by means of unit-body construction. Although the 109.5-inch wheelbase Sprint weighs in at just over 3,000 pounds and carries a 181.6-inch-long body, the adaptation of the V-8 engine required reinforcing. Although we are featuring the convertibles here, even the hardtop units with the V-8 engine used the convertible floorpans and rocker panels, adding strength. Big brother Fairlane also donated several parts to the Sprint, which included torque boxes, springs, shocks, brake drums and an anti-roll bar up front.
Not unlike the Mustang, significant portions of the chassis and suspension can be rebuilt or replaced by the at-home hobbyist--or the professional--with relative ease. A new right rear section of floorpan costs $136; the entire floor is also available. New leaf springs can be purchased for $248, while new coil springs will cost $90. Even new lower control arms, which are required when the lower ball joints need replacement, can be obtained for $110. A word of caution when it comes to the rear leaf springs: Make a mental note as to how many leafs are currently in place on your car before ordering. Many suppliers offer three-, four- or five-leaf springs.
BRAKES
Even though the Sprint is a compact car packing a punch, the standard braking system in both of our highlighted feature years is four-wheel hydraulic drums. The cast iron front drums are larger, measuring in at 10 inches in diameter and 2.25 inches wide. The rear drums are also 10 inches in diameter, but only 1.75 inches wide. Keep in mind that power brakes were not an available option, nor were disc brakes; however, the effective lining area that stops the Sprint is 127.8 square inches.
Not surprisingly, every element of the system is replaceable. Brake shoes can be obtained for $50 per set for both front and rear, and new drums can be purchased for $50 and $65, front and rear respectively. Use caution when sourcing new wheel cylinders, as several sizes (internal piston diameter) are available, ranging in price from $24 to $52.
If you're already considering an upgrade when you finally purchase your Sprint, there's good news here as well. Front disc brake conversions are not relegated strictly to the high-performance ponies and mid-size muscle cars. A quick scan through a couple of parts suppliers revealed that both front and rear conversions are available. Prices vary, depending upon how extensive the kits are, so doing your homework before buying can save some hassle, as some kits may require a wheel and spindle change from stock.
WHEELS & TIRES
The Sprint left the assembly line wearing 13-inch, five-bolt steel wheels during our two model years; six-cylinder Falcons used four-bolt wheels. Mounted to the wheels were 13-inch bias ply tires, 6.50 inches wide, with or without white walls, although a Motor Trend test in appearing in February of 1964 states that their test Sprint was ordered with optional 7 x 13-inch tires. Wire wheel covers were also a standard feature, and our feature car exhibits the rare dealer-installed optional wheels that are more commonly seen on Mustangs.
Bias ply and radial tires are still available, depending upon your personal preference. In most cases, it's the whitewall versions that are significantly easier to acquire. Bias ply tires generally start around $116, whereas radials can range from $76 to $160 each. Incidentally, NOS wire wheel covers, which can still be obtained, start at $90 each. A popular upgrade is the use of 14-inch wheels and tires.
BODY & INTERIOR
The 1964 and 1965 model years are the second-generation Falcons, distinctly restyled with a fresh, sharply sculptured look, complete with dramatic, racy lines. The new look fits in with Ford's "Total Performance" image, of which the Sprint was a part.
An aggressive grille is still flanked by single headlamps in 1964, while the fender ornaments from the '63 Sprint had been eliminated; gone, too, was the faux hood scoop of the previous body style. The aft end was also revamped. A convex ridge runs the length of each side, dressed off with chrome trim that starts at the front fender, and gradually widens as the feature runs towards the tail. These same pieces are used on both hardtops and convertibles, and a replacement 14-piece side molding kit costs $300.
Refinements to the exterior of the 1965 model included the addition of an emblem to the slightly altered grille, and a change to the side molding trim. Here, too, several exterior trim items are replaceable, such as the aforementioned grille emblem for $22.50. However, our search did not reveal reproduction 1965 body side molding.
Not unlike other cars we've written about, rust can be a problem for the body, especially behind the wheel openings. At the time of this writing, full reproduction fenders were not available, although lower patch panels are. Sourcing clean fenders from southwestern parts cars is another viable option.
The Sprint arrived with bucket seats and a center console as standard equipment during both of our featured model years. Also included in the package are special door panels, a sport steering wheel and, for 1964, a tachometer. Comfort and safety options included power steering, a radio, tinted glass, a padded dash and visor and seat belts.
A plethora of interior items are also being reproduced, should you not be able to find NOS parts. Vent window handles can be purchased for $20, a glovebox liner for $15, and under-dash kick panels cost $65 per pair. Floor carpet, vinyl seat material and new tops are also available from multiple sources, and even a new dash pad can be obtained for $240.
RESTORATION PARTS
As we've illustrated, the restoration of a Falcon Sprint, while not quite as easy as an early Mustang, should not be overly difficult. And although the Sprint may not have the appeal of the famed pony car that emerged shortly after the Falcon's introduction, the fact that it takes a back seat to its sibling benefits the hobbyist-- the cars tend to be cheaper. As a bonus, since most of the mechanical components bolted to 1964 and 1965 Sprints are the same pieces bolted to the Mustang, parts are relatively inexpensive.
PERFORMANCE PARTS
The Falcon Sprint, while perhaps not the first car that comes to mind when you think of muscle cars, still carries a little pep under the hood, especially for a compact. Thanks to the introduction of the Mustang, a lot of aftermarket performance items carry straight over to the Falcon. HMM Editor Terry McGean recently commented about the prospect of dumping a later-model 5.0-liter under the hood in place of the 260, a relatively easy swap. Aside from the usual engine bay upgrades, performance-enhancing suspension and brake upgrades are also readily available.
Club sceneFalcon Club of America
PO Box 113
Jacksonville, Arkansas 72078-0113www.falconclub.com
Dues: $25/year • Membership: 3,500
What to payFord Falcon Sprint